Did you see the Ford Tech video on U tube about this issue you are having? Looks like you will need to pull and rebuild.

 

Yes, I watched the video.

While a rebuild may be ideal I did not think it would be necessary on an engine with 162k. Like I said above I have another F150 with a 4.6L that has 269k on it and runs like a champ.

I was able to insert new thrust washers without any obstacle and no longer have any crank "walk".

I cannot understand what else could be causing a drop in oil pressure at idle ?

Bimmerod

 

Worn bearings. Try using a 15w40 diesel motor oil.

 

Well, I have tried everything else, got nothing to lose at this point.

Oh, btw, I drove it around today after clearing the codes and now I'm getting a P0012 code.....lol

This engine is complete garbage!!!

It seems like after it's hot and you come to a stop the idle drops to low to maintain proper oil pressure. It then rattles and tries to stall until you rev it a little and then oil pressure comes up and everything goes back to normal.

Added my own NEW thread on this since we are off the P0345 topic now - P0012 & P0022 Thread

Bimmerod

 

 

@jmadlp thanks for the kind words. This genius thing makes me nervous though. But I experienced it all and analyzed it for many miles and many months before doing my complete timing job. And tearing one down and putting it back together (successfully) certainly helps understand how it works. During the process, I got hyper interested in the OBDII thing using Torque Pro. Sounds like you have some scanner capability. If it is Torque Pro, I can provide some more helpful info.

A 'drive cycle' involves; startup from Key OFF position; Putting shifter into gear; and moving some distance (IDK exactly how far, but testing on my vehicle seems to indicate at least 200 to 300 feet). Certainly this would be the case for the PCM to 'reset' a code for a corrected condition. Many codes (both pending and hard) will be reset if the condition does not occur for two or three drive cycles. With 'pending' codes, this happens without the driver ever knowing it.

I understand your codes are 'popping up' on startup. Do you mean they will come up 'pending', then appear hard on next startup without a drive cycle? (I can't swear all require a drive cycle). But to get the best handle on diagnostic results, I would recommend each test involve a short drive cycle to improve diagnostic certainty.

Engine temperature (cool / hot) does not effect the PCM's logic regarding 'calling' for cam retard. Retard request will occur above 800 RPM and 25% engine load even if engine is stone cold. IT IS HOWEVER important to consider the effect that engine temp has on oil viscosity. One must include this factor in considering the effect of ANY test of the vvt system.

As for unplugging vct solenoid, keep in mind (> 800 RPM _WITHOUT_ load being > 25% should drive phasers to full advance position because PCM is not activating vct solenoids and oil pressure skyrockets with ^ RPM). If phaser internal locking pin is functioning properly, when RPM comes back down to idle, phasers SHOULD be at base timing (zero retard) and locked. Then you unplug VCT solenoid, you should get NO retard on next drive cycles - (though you will have a vct circuit DTC). The P0340 or P0344 should not pop up and idle should not be rough ---- IF VCT solenoids are not sticking partially open. ---- Just a lot of stuff that CAN go wrong that have to be considered!

I do not believe crankshaft position sensor could EVER be responsible for your two codes. As for starter circuit, I doubt it is the cause if the engine starts up promptly and promptly without dragging. If so, try cleaning grounds and starter power connections.

You did not mention mileage or year model or engine. Just keep in mind, with steel chains and plastic guides - 100% of the 5.4L engines will need a timing job at sometime in their life. I'm not saying that makes them bad. It is just a fact for any engine using steel chains, especially real long ones (122 links).

 

 

^^^^^^^^
A very well written report on very careful, well done and orderly performed diagnostics sequence.

You have performed a very valuable test that benefits my understanding of these codes more than you could imagine. I have done an enormous amount of work developing an extensive database of extended PIDs for our specific engine. But without having P0340 / P0344 codes on my truck right now (thank God), I have NO WAY to perform the test you have done. It has provided me valuable additional knowledge about how those codes are registered - and what they might mean.

a.) Faulty alternator (or replacing with improper aftermarket one), low battery, or dragging starter - poor starter connections OR any of that series of possible causes _WILL NOT EFFECT_ only one bank. The CPS sensors (which produce the 340/344 codes)share a common signal supply circuit. Since you are _consistently_ seeing the codes on bank 1 - I focus on components specific to that bank.

b.) I am somewhat surprised (as with the codes appearing without a drive cycle) that the 340 / 344 wil appear at all with CPS VCT unplugged. Since the PCM knows the VCT circuit is OPEN - seems logical it would know that PCM cannot Retard CAMS find or reliably 'SEE' the phaser fingers pass the CPS sensor!!! The PCM maintains a flag (VCTENA) 'VCT ENABLE' that indicates all conditions are satisfied for performing camshaft retard. Unplugging VCTs definitely knocks that flag down - and the PCM will NOT even attempt RETARD (and thus will not produce over-retarded or over-advanced DTCs).

c.) The best part of the "unplug VCT CPS" test is to see if it eliminates a rough idle. With them unplugged - the VCTs "SHOULD" be 'closed' and routing 100% available oil flow and pressure into advance chambers of the phaser --- and the locking pin (if it captures phaser at base) should hold cams at ZERO retard. That is the optimum position for smooth idle - IF BOTH SIDES ARE ADVANCED & SYNCRONIZED.

d.) I believe you have correctly concluded that the Bank 1 phaser may have a slightly bent finger - or the clock spring / internal locking pin is failing to return the phaser base position and hold it. Most likely the locking pin because oil pressure at > 800-900 rpm - with VCT unplugged - should definately send the phaser to full advance. By removing the Valve Cover, the clearance between phaser fingers and the CPS sensor can be inspected / measured with a feeler gauge. These can get bent in shippment with rough handling. (IDK what clearance should be - but as long as it doesn't 'TOUCH', I'd say closer = better).

e.) The condition causing the code COULD be momentary (only at startup). The phaser may function normally after startup. I know of NO WAY to specifically test locking pin OR verify its integrity - other than replace the Phaser. This raises the question - "WERE THEY OEM OR AFTERMARKET". ???
Review this video.
f.) Not knowing details of the timing job, Chain being OFF by one link on the Phaser end WILL also cause this code and the engine will run somewhat OK. But that is actually pretty hard mistake to make with the double colored links. --- And impossible to verify without opening it up, or monitoring CAMERR signals via OBDII. I looked up 'inCarDoc' and it appears it's PRO version 'might allow' inputing custom PIDs with formulas (IDK). If so, or if you have access to Torque Pro - I have worked out ALL the OBDII pids and formulas for monitoring everything on the variable valve timing system. I have posted all the PIDs - and a downloadable file that can be imported into Torque Pro here: https://www.f150forum.com/f4/final-r...4/#post5133357

If timing chains are off, it will be reflected in CAM ERROR (difference between 'requested' retard and 'actual' cam position), AND by a significant difference in the VCT Duty Cycle the PCM must send to the VCTs trying to establish the desired retard.

I hope something here will help you my friend.

 

 

YOU ARE ABSOLUTELY CORRECT. YOUR DOUBTS ABOUT WHAT I WROTE IS FULLY JUSTIFIED. MY APPOLOGIES. REVIEWING posts - I am not at all sure where I started 'incorrectly' thinking Cam Position sensors - but was referring to VCT Solenoids. Clearly you did the test correctly as I was suggesting disconnecting VCT solenoids - in order to remove any possibility of PCM retard command, thus forcing 100% of available oil flow and pressure to be routed into Phaser advance chambers.

And your doing the test correctly further clears up the reason the 340/344 continued to appear - and this further confirms our ultimate diagnosis. Since you confirm the Phasers are OEM FORD, hopefullly you have a case where a phaser finger was bent or damaged by rough handling in shipment or such.

I will EDIT my prior post in an effort to not continue misleading other readers. Thanks for promptly pointing my error out.

 

Just trying to 'redeem' myself LOL Another FORDMAKEULOCO video that might shed some light on this problem.

 

 

Please do follow up with the conclusion of your case. It is a difficult symptom to diagnose accurately. It is my belief that widely published DTC description of P034x codes fall woefully short of covering many of the (more common) mechanical causes of these codes, and lead many to chase electrical 'rabbit trails'. This thread covers those mechanical causes and your diagnostic procedures were well performed and documented. Your report will be much appreciated by many.

 

 

This IS very good news. I would not have thought you could determine that much inspecting the bank 1 Phaser through the Oil fill hole. Cheers for being creative. And thank you for reporting back on our success. Just knowing we have helped a fellow Ford owner is what we get our satisfaction from.